US2384448A - Transmission - Google Patents

Description

Sept. 11,1945. o. H. BANKER TRANSMISSION Filed Aug. 15, 1938 4 Sheets-Sheet 1 INYENTOR. car/Y5 I? ATTORNEY.

p 5 .o. H. BANKER 2,384,448

TRANSMISSION Filed Aug. 15, 1938 4 Sheets-Sheet 2 INVENTOR.

Sept. 11, 1945. OH. BANKER TRANSMISSION Filed Aug. 15, 1938 4 Sheets-Sheet 3' I MNM 4m kw mw IN VENTOR.

4 A ORNEY.

Sept. 11,1945. 0. H. BANKER 2,384,448, V

TRANSMISSION 4 Sheets-Sheet 4 1N VENTORQ Patented Sept. 11, 1945 TRANSMISSION Oscar H. Banker, Chicago, Ill., assignor to New H Products Corporation, Chicago, 111., a corporai.

tion of Delaware Application August 15, 1938, Serial No. 224,933 (.01. 74-290) 2 Claims.

The invention relates generally to a change speed transmission and more particularly to an overdrive transmission, and has a general object to provide a new and improved transmission of that type. i

A more particular object of the invention is to perfect an overdrive transmission having a planetary gear system and a clutch and brake device of the overrunning jaw type for controlling the planetary system to obtain a direct or anoverdrive.

Another object is to provide an overdrive transmission having a planetary gear system and an overrunning brake of the jaw type having a stationary element and a movable element, the movable of the brake being associated with the reaction member of the planetary system to utilize the tendency of the reaction member, upon a reversal of torque in the transmission, to drop to zero speed and reverse its direction of rotation for effecting engagement of the movable element with the stationary element of the brake.

Yet another object is to provide an overdrive transmission, having a clutch and brake device of the overrunning jaw type, with new and improved means, preconditioned under manual control, to effect a shift of the movableelement of the clutch and brake device upon a change in torque in the transmission.

Still another object is to provide new and improved electrical means for preconditioning'the shifting means in an overdrive transmission having an overrunning jaw clutch.

A further object is to provide, in an overdrive transmission having a double ended, shiftable clutch and brake element and a pair of spaced cooperating clutch and brake elements of the overrunning jaw type, means for preventing accidental kick-back of the shiftable element from one cooperating element to the other.

Other objects and advantages will become apparent from the following detailed description taken in connection with accompanying drawings, in which: I Y i Fig. 1 is a view, partially in vertical diametrical section and partially in elevation, of an overdrive transmission embodying featuresof the invention.

Fig. 2 is a reduced plan view of the transmission shown in Fig. 1 having a portion of the casing broken away to reveal certain interior construction.

Fig. 3 is a fragmentary sectional view of an overrunning clutch taken approximately along the line 3-3 of Fig. 1. c

Fig. 4 is a transverse sectional view taken approximately along the line 4--4 of Fig; l and looking in the direction of the arrows indicate in Fig. 1.

Fig. 5 is a fragmentary view taken approximately along the line 5-5 of Fig. 4, showing the shifting means of the transmission.

Fig. 6 is a fragmentary view taken approximately along the line 6-6 of Fig. 6.

Fig. '7 is a vertical diametrical sectional view of a modified form of overdrive transmission embodying certian features of the invention.

' Fig. 8 :is a fragmentary transverse sectional view taken along the line 8--8 of Fig. '7.

Fig. 9 is an enlarged view of an individual tooth of the movable clutch element.

Fig. 10 is a fragmentary transverse sectional view taken along the line Ill-l0 of Fig. 7.

Fig. 11'is an elevational view of the transmission of an automotive vehicle having the overdrive transmission disclosedh'erein incorporated therewith and showing the electrical controlfor the overdrive transmission.

Fig. 12 is an enlarged longitudinal sectional view of one control switch of the electrical means governing the transmission.

While the invention is susceptible of various modifications and alternative constructions, it is disclosed herein and will hereinafter be described in a preferred form and one modification, but it is not intended that the invention to be limited thereby to the specific constructions disclosed, but

it is intended to cover all modifications and alternative constructions falling within the spirit and scope of 'the invention as defined by the appended claims.

The invention is particularly applicable for use in an automotive vehicle and, accordingly, will, for purposes of'disclosure, be herein shown as embodied in such an automotive vehicle. As shown in Fig; 11, such a vehicle has a casing A which houses the conventional flywheel and friction clutch, and 'a casing B which houses a conventional transmission having three speeds forward and one speed reverse. Adapted to be secured to the casing B is a generally tubular casing C which houses the overdrive transmission forming the subject of this invention.

Referring first more particularly to the form of the invention disclosed in Figs. 1 to 6, the overdrive transmission housed in the casing C comprises a driveshaft l5 and a driven shaft l6 disposed in axial alineme'nt. The drive shaft l5 may be a continuation of the driven shaft of the three speed transmission, or may be an individual shaft coupled-to the driven shaft of the transmission. In either'case, it preferably is journaled at the end adjacent the casin B in a ball bearing l1, while at the end adjacent the shaft IE it is formed with areducedportion l8 journaled in'roller bearings l9 ina recess 20 in the end of the shaft l5 provided for that purpose. 'I'heshaft It in turn is journaled in ball bearings 2| and 22 mounted in the casing Cand located respectively at the inner and the outer -ends of theshaft 1-5. At its outer tem, generally designated 25, and an overrunning;

clutch and brake device of the jaw type, general- 1y designated 26, which is shiftable to govern the 31 operation of the planetary gear systemandthus. determine Whetherthere yvill be..a.,direct.dri vebetween the shafts l5 and i6or whether there will be an overdrive of the shaft iii. The planetaiy Y gear system is generally of-conventional con struction and, accordingly, comprises a sun gear which herein takes the form of teeth 28 formed on one end ofqan elongated sleeve 29 rotatably mounted on the'shaft l5; Preferablybushings 30 are interposed between the sleeve 29: and the shaft I5. Meshing with the teeth 28 forming the sun gear are a plurality of planet gears 3!, only one of which is here shown, each of which-is rotatably mounted on a shaft 32. mounted ina planet'gear carrier, generally designated 33; and composed of an annular plate 34 in which one end. of: the shaft 32 is received and an: annular'hub' 35" in which the other end of the shaft'32 is received. and whichis splined to the end of the shaft 15 for rotationtherewith. In turn meshin'gwithithe planetary gears 3| is an orbit gear 36 fixedly secured to an annular head 31 formed integraltxor at least secured to the inner end of the shaft [5.x A conventional split lock ring38 and a conventional lock ng ring 39 retained by spring pressedplunger 40 are provided for retaining .the orbit gear 35 on the head 31 and the hub 35' onv the splined. end of the shaft I 5. An annular guard'ringJM securedto the-plate 34 may also be providedii The external circumference of the orbit gear38- may be formed with helical grooves 42' which cooperatewith an annular rib 43 to convey oil from the casing to the left of the planetary: gear system'yas viewed in Fig. 1 to the right thereof; and an. oil duct 44 is preferably provided in the shaft l5 tosup'ply lubricant tothebushings-Iill;

The overrunning jaw clutch and brake device 26 is a double ended or duplex device and, accordingly, comprises twosetsof'cooperatingjaws or teeth. Const tuting half of one such set'of jaws are aplurality'of jaws 45 integral with. a. stationarily mounted plate 46 interposed between the casing B and the casing C, and constituting onehalf of the other set of jaws are a plurality of jaws 41 formed integral .with'. the plate 34 ofthe planet carrier 33. Adapted to be engaged respectively with the jaws 45 and with the jaws 41 are a plurality of jaws 48 and 49 formed-on opposite ends of a rotatable and shiftable element 50. These jaws have sufficient play when engaged so as to exceed any backlash-in the gearing. In order to enable the overrunningof: the element 59,

under certain conditions while such overrunning is prevented under other conditions; the ends of all of the clutch jaws are beveled; Moreover; the direction of the bevel is chosen with a: view to the direction of rotation'of the shafts l5 and i6 and of the elements of' the planet gear system, particularly the sleeve 29. In' thepresent instance, all of the beveled faces lie in. parallel planes.

It is a feature of this invention that the element 50 is associated with the' reaction member of the planetary gear system in such a manner that the tendency of that reaction member to slow down and reverse its direction of rotation, upon a reversal of. torque through the transmission, is utilized to effect engagement of the element with the stationary jaws 45 to provide for an overdrive of the transmission. Accordingly, the shiftable element 59 is slidably spllned onto the sleeve 29 which, in the present instance, constitutes the reaction member of the planetary gear system. Mounted on the sleeve 29 in this manher, the shiftable element 50 is rotated at the same rate and in the same direction as the sleeve 29 1'0 planetary gear system as an incident to a reversal oftorque through the transmission, which movements include a reduction in speed to zero at which time reversal in the direction of movement takes place; The manner in which these movements are obtained and the manner inwhich they are'utilized to effect the engagement of the brake will presently be made more apparent.

As shown in Fig. 1, the element 50 is in overdrive; position in which its jaws 48 are engaged withthe stationary jaws 45. As a result, the sleeve 29 or the'reaction memberofthe planetary geartsystenr is held against rotation and thus rotation of theplanet gear carrier 33 imparted by the shaft l5 causes the planet gears 3i to rotate about their shafts 32 in addition to being revolved about the sleeve 29-, and thus the orbit gear and the shaft Hi are driven at a higher rate of speed than is the shaft 15. When the element 50' is shifted to the right, as viewed in Fig. 1, so that its jaws 49 engage the jaws 41, thetransmission is in direct drive for then the planet gear carrier 33 is locked to the sleeve 29 so'that the entire system rotates as a unit causing the shaft l6 to rotate at the same speed as the shaft l5.

Forshifting; the. element 50 from one position to another, means is provided (see Figs. 4, 5 and 6) which'is adapted to be preconditioned under manual control to urge the element 58: in a direction'. to effect the engagement desired, while the actual shift takes place at a time when the operator of the vehicle momentarily dccelerates the engine'and thus'releasesand frees the element to-theaction of the preconditioned means. The

shifting means comprises ashaft 55 extending transversely of the casing C to be journaled at one end in the casing and at the other end to be'joumaled in and project through a plate 55 remnvably secured over an opening 51 formed in the side wall of the casing C. Rotatably mounted on the shaft 55 within the casing is a yoke 58v having a shoe 59 mounted at the end of each of its arms'fifl and engaging the element 59 on. diametrically opposite sides in a groove 6| providedforthat purpose. Through the medium of'this'yoke, the element 59 is shifted longitudinally of the sleeve 29 whenever the yoke 58 is rocked.

To permit preconditioning of the shifting 'means prior to an actual shift of the element 50,

one arm 60 of the yoke 58 carries an ear 63 '64and has its other end hooked to have a oneway engagement with the pin 65. Itis believed apparent from the foregoing that by rocking the shaft 55 in one direction, for example, clockwise,

the jaws 41.

cam arms and rotates the dog to the position as viewed in Fig. 1, the pin 65wil1'tension' the spring 66 in a manner causing the same to urge the dog 63 and hence the shiftable element 56 to the left in Fig. 1, that is, toward overdrive position. Conversely, upon rocking the shaft 55 in a counterclockwise direction, as viewed in Fig. 1, the Spring 64 will be tensioned in a manner causing it to urge the element 5!) toward direct drive position, that is, toward engagement with Such rocking movement may be imparted manually through the lever 61 pinned to the projecting end of the shaft or may be rocked by electrical means but under manual control, as shown in Fig. 11, and as will presently be described in greater detail.

With one of the springs 64 or 66 tensioned to shift the element 50 and with the motor of the vehicle then decelerated so as to release the driving torque through the transmission, the element 5!! is freed and is immediately urged toward engagement with the other set of jaws. Engagement, however, does not immediately take place, because of the difference in rotative speed of the cooperating jaws and, as a result, there sometimes results a kick-back of the shiftable element 50 which tends to cause reengagement of the element with the jaws from which it has just been disengaged. This, of course, is'undesirable and means are provided herein for preventing such reengagement as a result of a kick-back. To that end, there is pivotally mounted on the cover plate 56 a compound dog 10 and a similar compound dog ll disposed on opposite sides of the ear 53; Each dog is formed with an abutment l2 and by means of a coil spring 73 is urged to a horizontal position of the abutment 12. Such a position is determined by means of cooperating projections 14 formed respectively on the dogs and the casing C. Also formed on each dog is a cam arm 15 spaced both angularly and axially from the abutment f2. As previously stated, the dogs 18 and H are disposed on opposite sides of the ear 53 and the abutments I2 are normally disposed in the path of the ear 63 so that rocking of the yoke 58 is prevented so 4 long as the dogs are in normal position, that is, with the abutments horizontal. In order to rotate-the dogs so that the abutments 12 are removed from the path of the ear 63, there is pinned to the shaft 55 an arm I? extending downwardly between the dogs Hi and" in the plane of the cam arms 15 of the dogs. Thus, as the shaft 55 is rocked to shift the element 58, the arm 1! engages a corresponding one of the A.

shown in Fig. 5 in which position the abutment 12 is removed from the path of the ear 63. The arm 11 also serves as a means for yieldably retaining the shaft in one position or another and to that end carries detents 78 with which a spring pressed plunger 19 engages to retain the-shaft 55 in one of two positions. It is believed apparent from the foregoing that any shift of the element 50 to effect engagement of its jaws with the cooperating jaws is effectively prevented" by the abutment 12, unless shift in a particular direction is desired, in which instance rotation of the shaft 55 will, through the arm 11, have rotated the dog so that the abutment l2 no longer is-in the path of the ear 63. Thus, should there be. a kick-back at any time, reengagement will be prevented because the ear 63 cannot proceed beyond the end of the abutment 12.

.The operation of the shifting means, as well, asthe unique association of the element 50 with the planetary'gear system can bestbe understood nand' appreciated from the following-brief description of the operation of the overdrive transmission. For this purpose, let it be assumed that the overdrive transmission isoperative, that is, the element 50 is engaged with the-stationary brake jaws 45 so as to-hold the sun "gear stationary. The various parts would then be in the positions shown in Figs. 1 to 6. Bet it be assumed further that the operator of the vehicle now desirest'o revert to direct drive. Toobtain such shift to direct drive, the lever 61 isfirst actuated in a counterclockwise direction, as viewed in Fig. 1, which thus rocks ,the shaft 55 in' a counterclockwise direction, as viewed in Figs. .1 and 5. 'With. such rocking of the shaft 55, the-spring 64 is tensioned so that it tends to urge the element 50, through the'yoke 58, toward the right, as viewed in Fig. 1, that is, toward engagement with the clutch jaws 41. Rocking ofthe shaft 55 also swings the arm 11 which in its movement engages the cam arm 15 of the dog 'H and pivots the same in a counterclockwise direction so that the abutment 12 is rotated out of the path of the ear 63. Such swinging of the arm 11 frees the dog to the control of its spring 13, however, the dog cannot pivot because the abutment 12 thereof is in engagement with the lower edge of the ear 63. The shaft 55 is retained in its rotated position by means of the plunger 19 engaging the appropriate detent 18.

The shifting means has now been preconditioned, however, actual shift of the element .50 does not take place because the frictional engagement of the jaw 45 and48, due to the fact that the vehicle is still being driven therethrough, is' so great that the spring 64 does not overcome that frictional engagement. To effect the shift, the operator of the vehicle next releases the accelerator pedal to decelerate the engine and with such deceleration there is a reversal in torque in the transmission, since the momentum of the vehicle now is driving the transmission instead of the vehicle being driven from the engine. If it beassumed that thelshaft l5 and the shaft I8 normally rotate in. a clockwise direction-as viewed in Fig. 4, then with the element 50 shifted to overdrive position the planetary gear carrier 33 and the orbit gear 36 also rotate in a clockwise direction while, aspreviouslystated, the sleeve 29 is stationary. With the reversal of torque resulting from the deceleration of the engine, the frictional engagement between the jaws 45 and 48 is reduced, thereby permitting the spring 64 to shift the element 50 to the right, as viewed in Fig. 1, disengaging it from the brake jaw's 45, thereby freeing the sleeve 29, and further urging the element 50 toward engagement with the clutch jaws 41. Though the element 50 is urged toward engagement with the clutch jaws 41, such engagement cannot take place immediately because, of the difference in rotative speeds betweenthe carrier 33 and the element 50, and particularlybecause, due to reaction in the planetarygear system during the deceleration of theengine, the sleeve 29 is rotated in a counterclockwise: direction, as viewed in Fig. 4. During such rotation of the element 50 and the jaws 41 in opposite directions, the engagement of the beveled faces of the jawsmay tend to cause a kick-back of -'the element 50. However, in the present instance, vreengagement of the brake'jaws '45 and '48 is effectively preventedbecause with the initial'shift of the eleme'nt50 the ear 63 was withdrawnfrom above the abutment 12i'of'the dog-10, thereby per:- mltting the sameto pivot and position the abutment 12 in the path of the ear 63. With the element 50 disengaged from the jaws? andurged toward engagement with the jaws, the operator of'the vehicle now again depresses the accelerator pedal to accelerate the enginewith theresult that the reaction in the planetary gear system causes the sleeve 29'to rotatein a clockwisedirection, as viewed in Fig. 4, and, at the time that the shaft Iiis rotating at the same speed as the shaft IE or just-a. fraction above, the element 50- will be rotating at the same speed or justa fraction above the clutch jaws 41, therebycausing the long edges of the jaws" to engage and:- hold. the. two sets of jaws in synchronism, permitting final. engagement of the jaws. The planetary gear system will now be looked as a unit and thus will cause the shaft I S and. the shaft IGto. operatezata direct drive in a 1 :1 ratio.

To go from a directd'ri've to an overdrive, the operator'of the vehicle again actuates the arm 6'1, this time in a' clockwise direction as viewed in Fig. 1, to rock the shaft 55 and thus precondition the shifting meansin the manner previously described. It is to be appreciated, of course, that thistime the springs; will be-tensioned and the dog will be pivoted by means of the arm 11, as-seen in Fig. 5. Just as previouslydescribed, actual shift of the element 50 does not take place upon the preconditioning of the shifting means but awaits release of the element 50 by a. deceleration of-the engine. With such' deceleration, the torque of the transmission is again reversedwith the drive now being applied by the motor vehicleas distinguished from the engine, and with such change in torque the frictional engagement between theclutch jaws 4'1 and 49 again isreduced',,permitting the'springifi to disengage the element 50 from'the jaws 41' and shift the'same toward-engagement with the brake jaws 4.5. Particular attention is drawn to the fact that, atthe time'of disengagement ofthe element 50 from the clutch jaws 41, the element 50 has been rotating in a clockwise direction, as. viewed in Fig. 4, and thus at first. overruns the; stationary jaws'45 and no engagementtakes place. However; the reaction in the planetary. gear system, as a result'of the deceleration of the engine, is such thatit tends to rotate the sleeve 29, and

hence the element 50, in .a counterclockwise direction, asviewed in Fig. 4, and thus. with the deceleration of the engine the sleeve 29 rotates progressively slower, finally passing through zero and tending to rotate lnthe reverse. direction, that is, counterclockwise. It is. this tendency of the reaction member of the planetary gear system, under the conditions described, to reverse its direction of rotationwhich isutilized to bring the element50 down to astationary condition for engagement with the stationary brake, jaws 45. Thus, at the time of reversal of the directionof rotation of the'sleeve 29, or with the first rotation in a; counterclockwise direction, the long edges of the brake jaws 45' and 49- engage and permit the jaws 45- and 48' to become fully engaged. With the element 50 engaging with the stationary jaws 45, the sleeve- 29 is now held stationary and thus an overdrive is impartedto the shaft I6 as before.

In order-that during operation of the vehicle in reverse there -may always be a direct drive between the shaft [Sand the shaft IS, the shiftablereversinggear'flii (seeFig. 2') of the three speed transmission carries. a pin which extends lidably through the plate 49 into. abutmentrwith one arm 600i. the yoke 58 so that when the gear 83-is shifted to the'right, as viewedin Fig. 2, to place the transmission in reverse, the element 50 is also" shifted over into engagement with the clutch jaws 41.

-In Figs. 7' to 10 of the drawings, there is: disclosed a slightly modified form of the invention. For the most part the construction'of the form disclosed inFigs. 7 to 10 is the same as that disclosed in Figs. 1 to 6 and, therefore, as to the similar structure, any description would be but repetitious of what has. already been described. Accordingly, the same reference charactersplus a prime have been applied to likeelements and for a' description referenceismade. to the description of the disclosure in Figs. 1 to 6;

The form of the invention as disclosed in Figs. '7 to 10 differs from that disclosed in Figs. 1 to 6 primarily in the construction of the jaw clutch and brake device'and of the means for eliminatingthe shock and" noise incident to a kick-back of thezshiftable element 50. Briefly, the diiferenceresides in the fact that the means for elimihating? the shock and noise incident to a kickback is incorporated in. th clutch and brake device and this construction will now be described. As in the form of the invention previously described, the clutch and brake device has a double ended, shiftable member, and, accordingly, there are two sets of jaws. Constituting apart of one set are a plurality of jaws formed internally of an annular flange 9I integral with the stationary plate 46', and constituting a part of the other set are a plurality of jaws 92 formed internally of an annular flange 93 integral with the plate 34 of the planetary carrier 33'. Adapted to engage respectively with thejaws'99' and 92 are jaws 94 and 96 formed externally on opposite ends of the element 50'.

In order that the kick-back preventing means may be incorporated in the element 50, the jaws 94 and 96 are of special construction adapted for cooperation. with the kick-back preventing means. To that end, each of the jaws 94 and; 96 in addition. to having its front face-beveled (see Figs. 7 and 9) has a notch 91 formed in its short edge extending from the beveled face inwardly to an intermediate point of the jaw whenc it forms a: shoulder 98. Intersecting the notch 91 at its inner end is a transverse groove 99 which has no utility, however, save to facilitate formation of the notch 91 and particularly shoulder 98/ Encircling the jaws on each end of the element 50* is an annular guard ring I00 which, as best seen in Fig. 8, is formed with a plurality of notches IOI corresponding in number to the number of jaws and each slightly wider than a jaw and corresponding in depth to the depth of the notches 91. This ring I00 is urged outwardly by a compression spring I02, but is restrained against movement off of the end of .the. element 50 by means of an annular retaining ring I03. The retaining ring I03 is secured to a radial flange. I04'of thev element 50, and at its outer edge is formed with an inturned flange I05 which is disposed in the path of an annular shoulder I 06 formed on the guard ring I00 and the engagement of which thus limits'the outward movement of the guard ring. It is to be noted that, when the guard ring is in its outermost position, the face ofthe guard ring projects beyond the face rat the jaws 94 and 96 and that the diameter'of the guard rings is equal to the diameter of the annular flanges SI and 93. v

It will be apparent from theforegoing description that each guard ring is mounted on an end of the element 50 for both limited rotation relative thereto and for sliding movement longitudinally thereof. Because of such mounting, the guard ring I may assume what may be termed a blocking position or a yieldable position. I The guard ring I0!) is in blocking position when it is shifted angularly with respect to the jaws 94 and 96, so that the teeth I01 formed betweenthe notches HH are received in the notches, 9! formed in the jaws. This position is shown in Fig. 8 and it is believed apparent that when in that position the shoulder 98 of the jaws prevents longitudinal shift of the guard ring. Thus, should the element 50'- be urged toward engagement while the appropriate guard ring is in blocking position, the guard ring would strike one of the annular flanges 9| or 93 and thus prevent engagement of that set of jaws and, moreover, would even prevent contact of the jaws. vAs will presently become more apparent, the guard ring 03 is rotated so as to disengage the teeth ID"! from the notches 91 as a result of frictional engagement between the guard ring andthe annular flange 9! or 93, which thus frees the guard ring for longitudinalmovement permitting. the same to be shifted inwardly so that it no. longer blocks engagement of the clutch jaws.

As was the case in the preferred form of the invention, the operation and the unique concept of the construction here disclosed can best be understood and appreciated from a brief de-v scription of the operation. Accordingly, let it be assumed that the elements are in the positions shown in Figs. 7 to 10, which means that the transmission is now operating as an overdrive rotating the shaft l6 at a higher ratethan the shaft it. Let it also be assumed thatthe shafts l5 and i6 normally rotate in a clockwise direction as viewed from the left in Fig.7. Under these conditions, the sleeve 29 forming'the sun gear of the planetary gear system is held sta-' tionary by the element 50'- and thus the planet gear carrier 33 and the orbit gear 36" are also rotating in a clockwise direction, as viewed in Fig. 10 and from the left in Fig. 7.

If now the operator of the vehicle wishes to return to direct drive, he actuates the arm 6'|- to rock the shaft 55' in a counterclockwise direction, as viewed in Fig. 7. As an incident to such rocking of the shaft 55', thespring 64' is tensioned and thus through the ear 63 tends to shift the element 59' to the right, as viewed in Fig. 7, to effect engagement between the clutch jaws 96 and 92. Such shift of the element, however, does not immediately take place, because the frictional engagement between the jaws 94 and90, prevents the spring 64 from effecting a disengagement. I

To effect the actual shift of the element 50, the operator decelerates the engine so that there is a reversal of torque through the transmission, with the drive now being supplied by the momentum of the vehicle while the shaft l5 continues to drop in rotative speed. As a result of that reversal of torque, the frictional engagement between the jaws 90 and 94 is reduced, enabling the spring 64' to shift the elementill" tothe the element .50 so as todisengage it from the shoulder 98 and. free it'for longitudinal movemerit. With such disengagement ofthe jaws and 'ili thesleeve 29 also is free to react to the reaction within" the planetary gear system. The initial reaction, therefordis to rotate the sleeve its. and hence the element 58 in a counterclockwise directioh asfviewed from the left in Fig. 7, that is, ina clockwisedirection as viewed in Fig. 8,. which will be counter to the direction of rotation of the clutch "jaws'BZ. It is believed apparentlthat the frictional engagement between the guard ring [inland the annular flange 83 duringlsuch counter rotation tends to retain the guard ringin its blocklngposition, and t us engagement, of the clutch jaws isipr'ev'ented. Thus, toen'e'ctfinalengagement'of the clutch jaws, the operator again accelerates the engine and, under those pueu stanees, the direction of rotation of the sleeve-29f and the parts carried thereby is reversed 'ahdis in a clockwise direction as viewed from the left lin'Fig. 7, that is in a counterclockwise direc tioiias viewed'in'Fig. 8. The guard ring .iedandthe annular flange 93 are now rotatingin thelsame direction, though the speed of the flange 93 may be greater than that of the guard ring, in and thus'still tends to retain the guard ring its blocking position. However, as the speed of the shaft l5 ,increases, the speed or, the element. by also increases until it reaches and'eXceeos by a fraction thespeed of rotation of the flange 93. With't'nat momentary rotation of; the element 50 at a speed in excess of the flangeiiii, the guard ring mu is shifted angularly so as to free it from the shoulders 98, permitting the spring 6 4 which is stronger than the spring l ll? shift'the element 50 the remainder of the distance into engagement with the clutch jawsj'92. Since atv the time of the release of the guardring |UU the. element 50 is rotating in synchromsm wither slightly above the jaws 52, final engagement of the jaws 9 2 and 96 is effected withoutshock and is assured because the bevel .of the jaw faces hasbeen so designed with respecttoi the directifonof rotation of the parts under the. prescri ed circumstances that the long edges fof the aws are now approaching one anotnelg hsla ;result, the jaws are not cammed away from one another asduring overrunning of the c utcn,.;but are caughtpreparatory to final n g m -.5 a

'. It is e eved apparentfrom the foregoing that modified form of construction prevents reengagement of the jaws just disengaged by elimihating possibility of-a kick-back. With this form 'ofconstructiomthe jaws are prevented from engaging until the appropriate speeds and direct ons of rotation are attained and. t us no kick-pack cantake place." ll'his construction also assuresextreme quiet in operation, since it eliminates. the-noise :incident to 'engagement'of the aws uring overrunmng of the clutch.

-fIfos ift l'iilGII'aTlSmISSIOn from directfd'rive to over ive the' operator of the vehicle again precon ions the v s ifting means, by rocking the shafted and then upon deceleration of the engine the shifti g mcans'lurges the element 50 to the;left, as viewed in Fig. 7, bringing the guard ring 1 iljl into engagement with the annular flange 9.i.-- Sin'ce in direct'drive-the element 5m was ro-. tat ng. .in the same direction as the shaft l5, namely, in a clockwise directionas viewed from the left in Eig. 7, during the initial contact of the gu ra-n lue with the flange 9| the frictional engagement will tend to retain the guard ring in its blocking position; However; with the reversal in tor ue resulting from" a'dece'leration *ot the engine,"the"reaction intheplanetary gear system causes thesun gear, that is, the-sleeve '29 to pass through zero speed of rotation and tend toreverse its direction of rotation. "Consequently; with'the first tendency toward reversalinthe direction "of rotationof the element -50, the frictlonal engagement "between "the flange" 91 and the guard"ring 103 will rotate theguard ring relative to "the element toiree' it and'permit the spring'66 t shiftt he element 50' further-and effect actualengagementof the Jaws Biland 34. Since at the time of the release oftheg'u'ard-ring I00, the element isrotating'atsubstantially zero speed or is 'rlitatin'g at avers? low speed in a counterclockwise direction, "as 'viewed from *the left in Fig. '7, engagement ofthe' jaws with'the stationary iaw tn may take piacewithoutshoc'k. Thus, it will'be apparent that in this form the tendencyof the reactionmember ofaplanetary gearsystem to come 'tUastop andthen tend to reverse its direction 01' rotation is utilized both to bring the element '50 "down 'to' zero speed of rotation so as to enable 'itsengagement with-stationary'jawsand also'to shift theguard'rlng -Ill so as to-free theelement for engagement.

In both the constructiondisclosed in Figs. -1 toll and the construction disclosed inFlgs. "l'to 10, there is interposed between'the drlve'shaft I and the driven shaft lfi'aone-way overrunnin clutch, generally designated llll in Flgsk'l'to 6, and by a corresponding'character plusa prime in Figs. 7-to 10. More specificallyythis 'o'verrumiin'g clutch comprlses'a"p1urallty of rollers III see Fig. 3) spaced by'a retainer ring II2and"inter-' posed between the hub not the planet gear carrier and the head 310i theshaft-Ifi. The-hub -35 is formed with cam surfaces I I 3 in-wellknown manner functioning upon relative rotation between the hub 85 and head-3I-in one direction to permit free rotation, While functioning "upon rel-'- ativerotation inthe opposite direction "to wedge the rollers Ill and thus'prevent-such relative rotation. In the present-*instancethe"overrunning clutch H0 is so arrangedthat the'shaftI3 may overrun the-shaft I5 but that the shaltl'fi may not overrun the shaft 4 6. This one-way overrunning clutch may' be incorporatedasshbwn and utilized as asafety rector,- insuring-not less than a direct drive at all times even should the elementill fail to engagewi-th the planetary gear carrier. Or this overrunrllng'clutch may berelied upon exclusively to effect a'direct drivehetween the driving and driven shafts and onesetorjaws, that is, those operating to lock the planetary gear system to operate as a unitp'may be'eliminated.

As previously stated, the element shifting means may be preconditioned by direct manual actuation, or electrically undermanual control. Accordinglmthere'is disclosed in Figs; ii and 12; an electrical control system-which-may beutilized with either the form :of the invention shown in tending between the pluneers of two spring,

closed switches So and S d. p Electrical energy for the solenoid devices O-and D is supplied from a storage "battery III, one

terminal of 'which is connected to ground by means of a lead I I8 and the other terminal 0! which-ls connected by alead I I9 to the movable contact I or a centrifugal --switch device, generallydesignated-IM. The movable contact I20 is-disposed between two stationary contacts 122 and I23; of whichc'ontact I2! is connected by'a lead-12410 la -rotatable contact I25 of a two-way root switch 126 -mounted on the floorboards'fll or the wehicle beneath -the accelerator pedal'lll. The switch I28 is of :well known construction, usually includin'ga one-way clutch not shown, operating upon'a first depression and released! its-plunger 429 to rotate-thecontact I25 into engagement'with a stationary contact I3Il andupon a-subsequent depression and release of its plunger I29, to rotate contact 7 I25 into engagement with a stationary-contact 131. The stationarycontact Ito-Lie byalead 432 I connected to one terminal .01 theswitch-Sithe other terminal of which is connectedby alead I34 to one terminal of the solenoiddeviceD which ha its othe terminal connectedto ground, as shown, to complete a circuit for the solenoid.

second circuit for the solenoid device D is providedwhich includes the centrifugal switch device I2-I but which .does not include the switch I 26. To that end the stationary contact I23 oi the centrifugal switch device MI is connected by a lea'd. I35 to the :lead 132. "Thus, with theswitch Sd closed, thesolenoiddeviceD may be energized whenever the switch I26 actuated to engage contacts I25 and I 30 :regardless of whether the movable contact I20 of the centrifugal switch device is in engagement with thelcontact 122 or thecontact I23. The solenoid device D will also be energized wheneverthe movable contact I2I of'theswitch device I 2| engages contact Integardless of the position of the switchIZG.

To-provide .a circuit'for the solenoid device 0, the contact I3I of .the switch I26is connectedlby a lead 436 to one terminal of the switch So, the other terminal-of thatswitch being connected by a'lead I31 to. a terminal of the solenoid. device 0, which has its other terminal grounded to complete .the circuit. Interposed in the lead I36 is a handswitch I38 preferably mounted on the instrument'panel (not shown) of the vehicle. With but a single circuit for the solenoid device 0, it is apparent thatiswitch I26 andthe handswitch I38 exercisecomplete control of the solenoid device 0. However, when these two switches :are closed'to complete the'circuit and when'the switch So also isclosed; the energization of the solenoid is under. the control-of the'centrifugal switchdevice I2I.

The centrifugalswitch device I2I is adapted to be driven from the means driving the speedometer of the-automotive vehicle which, as best seen in Figs. 1 and 12', comprisesa worm I40 sccured-to rotate with the shaft liand a worm wheel I4 I 'While the construction of the centrifugal device per se forms no part of the invention, it comprisesbriefly a lower casing section I42 and an upper or cap section I43 divided from the lower section by a wall l44 of insulating material. The uppersectioncontains the switch-contacts proper which have previously been mentioned, while the lower section contains the centrifugal "means. This centrifugal means consists simply of two saucer-shaped members I45 and I46 between which are disposed a pair of balls I41. The member I45.is connected tothe wormwheel I4I tobe rotated thereby, while the member I46 carries a pin I48 which projects th'roughan aperture in the wall I44 to engage and: shift the movable contact I20. A compression spring I49 urges the member I45 into contact with the balls I41. As shown in Fig. 12, the balls I41 have been thrown outwardly by centrifugal force and have shifted the member I45 upwardly to cause engagement of the contact I20 with the contact I22. This centrifugal switch device may be pre-set so as to cause a shift of the contact I20 when the vehicle has reached any predetermined speed. For exemplary purposes, it will be assumed that the device disclosed herein has been set for a speed of 30 miles.

The operation of the electrical control means is believed readily understood fromthe description thereof, so that a brief summary will sufiice. The hand switch I38 is provided for the purpose of definitely cutting out the overdrive against all contingencies and thus is normally left closed unless the operator of the vehicle does not wish to use the overdrive under any conditions. Let it be assumed, therefore, thatthe switch I38 is closed and that the elements of the electrical control system as well as of the transmission are in the position shown in the drawings, that is, that the transmission is operating at overdrive and that the vehicle is traveling at a rate in excess of 30 miles an hour, so that the centrifugal device I2I has engaged contacts I20, I22. Should the operator now wish to return to direct drive, he actuates the switch I26 by quickly depressing the accelerator pedal I28. The contacts I25, I30 will now be closed and, since the switch Sd already is closed, a circuit will be completed through the lead I24, the contacts I22, I20 of the switch device I2 I, and the lead I I9, energizing the solenoid device D. As a result, the beam II5 will be rotated thereby rocking the shaft 55 to precondition the shifting means for the element 50. Upon release of the accelerator pedal I28, actual shift of the shiftable element will then take place, as previously described.

As an incident to the rotation of the beam II5, the switch Sd has been opened and the switch So has been closed, thereby preconditioning the circuit for the solenoid device 0. The transmission is now in direct drive and, though the switch So has been closed, it will remain in direct drive regardless of the speed at which the vehicle is driven and thus regardless of the condition of the centrifugal switch device I2I. To return to overdrive, the operator again momentarily depresses the accelerator pedal I28 to actuate the switch I26. With such actuation the contacts I25, I3I are engaged and, since the switch S is now closed a circuit to the solenoid device 0 will be completed, provided the contacts I20, I22 are closed, that is, on condition that the vehicle is being driven at a rate in excess of 30 miles an hour. If it be assumed that that speed has been reached, the circuit will be completed and the solenoid device 0 energized to shift the beam I I5 to the position shown in Fig. 11, which then preconditions the means for shifting the element 50. Upon release of the accelerator pedal I28, the actual shift of the element then takes place as previously described and the transmission is in overdrive.

With the switch I2 6 in a position closing contacts I25 and I3I, the transmission will remain in overdrive only so long, however, as the vehicle is driven at a rate in excess of 30 miles an hour, for when the speed drops below that rate the centrifugal device I2I will permit contact I20 to engage contact I23, thereby completing a circuit to the solenoid device D through the lead I35, which would then condition the transmission for a return to direct drive. Thus when the switch I26 is in position to have its contacts I25 and I3I in engagement, control of the solenoid device is under the centrifugal switch device and thus will be conditioned to effect a shift of the transmission to overdrive or to direct drive, depending upon whether the speed of the vehicle is in excess of or below 30 miles an hour.

I claim as my invention:

1. In a change speed transmission, a drive shaft, a driven shaft, a planetary gear system operatively connected between said shafts, and an overrunning clutch and brake device of the jaw type for governing the operation of said planetary gear system comprising a first set of jaws, a second set of jaws adapted to be engageable with said first set, at least one set of jaws being associated with the planetary gear system, and said sets being mounted for relative rotational and axial shifting movement, and means associated with one set of jaws operable while there is relative rotation between the sets of laws in one direction to prevent contact of the jaws and operating upon relative rotation between the jaws in the opposite direction to permit engagement 01' the jaws.

Z. A change speeo transmission comprising a drive shaft, a driven shalt, a planetary gear system operatively connected between said shafts and including a planet gear carrier and a reaction member operable when stationary to cause said planet gear system to effect an overdrive of said driven shaft and operable when rotating as a unit with the planet gear system to effect a direct drive of the driven shaft, a overrunning clutch and brake device of the jaw type comprising a first set of jaws stationarily mounted, a second set or jaws mounted on said planet gear carrier, and a element having on opposite ends sets of jaws for cooperation respectively with the stationary jaws and with the jaws on said carrier, said element being non-rotatably but slidably mounted on said reaction member to partake of the movements thereof and to be shifted into engagement with one or the other set of jaws, means adapted to be potentiated to effect a shift of said element to disjaws upon a temporary reduction in the speed of 2 said drive shaft relative to the driven shaft, guard means carried on one end of said shiftable element having a blocking position in which it cooperates with means on the planet carrier to prevent contact of the jaws on the shiftable element with the jaws on the carrier, and a released position in which contact of the jaws is permitted, said guard means being shifted to blocking or released position by frictional engagement and being so constructed that it is retained in blocking position during the rotation of the element upon deceleration of the drive shaft following disengagement of the element from the stationary jaws and during acceleration of said drive shaft until the speed of rotation of the element just exceeds the speed of rotation of the planet gear carrier, and similar guard means mounted on the other end of said element operating to prevent engagement of the element with the stationary jaws during deceleration of the drive shaft following disengagement of the element from the jaws on the planet gear carrier, said last mentioned guard means being retained in blocking position until after reversal in the direction of rotation of said reaction member during such deceleration of the drive shaft takes place.

OSCAR H. BANKER.

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